Flying machine



Sept. 14 1926. 1,600,091.

A. J. BUTTLER FLYING MACHINE Filed Dec. 15, 1925 INVENTOR:

ALLEN J. BurrLER,

- flying machines for carrying the flying ma- Patented Sept. 14, 1926.-

1,600,091 PATENT OFFICE.

ALLEN J. nur'rnnn, or Los enemas, CALIFORNIA.

FLYING uacnmn;

Application Med December 15, 1925. Serial Nb. 7b,57 2.

This invention relates to devices used on chine in case of engine trouble.

One of the objects of this invention is to provide an emergency source of power independent of the regular driving mecha nism: of an aeroplane.

Another object is to provide emergency vanes to increase the carrying facilities of a flying machine operative and eflected by independent ower means in case of trouble on the regu a r driving mechanism of the flying !nachine."

Another object is to provide an emergency propeller independent of and at a distinct point from the regular propeller, normally in inoperative and protected position, advanced into operative position and operative by and independent ower means.

Other objects will appear mm the following description and appended claims as' well as from the accompanying drawing, in which- .Fig. 1 is a side elevation of a roughly outlined flying machine, with independent propeller and emergency vanes in proper position embodying this invention.

Fig. 2 .is an end elevation of the operating mechanism for the emergency propeller and emergency vanes, to illustrate in a somewhat diagrammatical manner the interconnection and co-operation of the propeller and vanes.

Fig. 3 is an enlarged illustration partly in section of the interconnecting driving gear.

The flying machine itself may be of the monoplane or any multiple-vane or other well-known type.

In the drawing, the flying machine is provided with the usual fuselage 4, the main and normally operated propeller 5, the main and normally disposed carrying vanes 6, and rear rudder and steering vanes 7, as illustrated in Fig. 1.

The driving motor for the regular pro peller 5 is as usually in the front end 8. of, the aeroplane.

In case of engine trouble under thme common arrangements, the whole aeroplane is liable to become over-balanced, to result in the much-feared nose dive and final crash. Y

To facilitate a balancing and a maintain ing of an aeroplane in the air afterengine tr u e and n case th t the r gular driving motor and regular pro eller are disabled, an emergency motor, pre 'era'bly electric motor, is provided, as roughly indicated at 9. This motor 9 is operative by a battery 10 through a switch 11, from a point near the drivers seat.

Auxiliary motor arid battery are limited of size, since practically merely used in emergency cases for carrying or bringing the aeroplane safely to the ground or for maintaining the plane properly balanced for a limited distance.

Emergency vanes 12 and 13 are rdvided to extend forwardly and rearwar y from the main vane or plane 6. These emergency vanes are normally within the contours of the mainvanes of an aeroplane, or at least largely so. Connecting rods 14 are pivotally connected to the emergency vanes operative by an upwardly moving member 15, to which the rods are also pivotally connected.

An emergency zpropeller 16 is provided shiftable in a practically vertical direction,

normally to be in its lowermost position close to, and, as much as the particular structure of an aeroplane allows it, disposed so as to offer little obstruction beyond the contours of the main vanes or planes. Where the structures of particular aeroplanes allow it', a recess is preferable to be provided for this emergency propeller when so in its lowermost position in relation to the main vanes, though not shown in the drawing, since to the most extent depending on the structure of particular aero' planes.

The up and down movements of the propeller as well as of the member 15' for the emergency vanes 12 and 13 are operative by a common main shaft 17 This mainshait is rotated by meansof a belt or other similar transmitting member 18 actuated by the motor 9.

- The cooperating and interactlng connections between the motor 9 and the emergency pro eller and emergency vanes are somewhat iagrammatically but more clearly time as a pulley for the belt 18. A

ill

tively to the main shaft 17 by means of drums 21, and the shafts 22, as well as the gears 23, which may be worm and wormgear or spiral gears or other similar suitable means. The coupling 24 is turnably disposed on the main shaft 17, as indicated in. Fig. 3, and this coupling serves at the same acting coupling member 25 is keyed tovthe main shaft 17, so that the main shaft may receive its rotary motion from the motor 9 whenever the coupling member 24 is moved to engage with the coupling member 25. When so engaged, the motor 9 serves to lift or move the members 15 and 19 up-v wardly, to bring the emergency propeller 16 and the emergency vanes 12 and 13 into operative position. When the upward moving members reach their uppermost operative position, the contact member 26 on the upward moving member 19 serves to move the yoke lever or coupling controlling member 27 so as to disenga e the coupling member 24 from the couplingmember 25, and at the same time serves to shift the coupling member 24 so as to engage with the coupling member 28. A spiral gear29 is in operative connection with the coupling member 28, and at the same time in mesh with a second spiral gear 30, which in turn is slidingly but operatively engaged with the shaft 31, carrying the emergency propeller 16. i

This arrangement results in bringing the emergency propeller 16 into operative connection with the motor 9' as soon and after the propeller and emergency vanes have been brought into operative position, so that, after trouble with the main motor and main propeller 5, the emergency vanes in conjunc tion with the emergency propeller can be made to maintain the aeroplane in operative condition and properly balanced.

I do not limit myself to the particular details of the gearings and other smaller mechanisms, as long as the'emergency vanes and emergency propeller can thereby be brought into operative position in the coactive manner as disclosed herewith, to re suit in the operation oi the emergency propeller in the cooperative manner within the scope of the appended claims andxl wish it understood that the smaller details may be changed and si stituted by other means accordingly.

2a In a flying machine, in combination,

with the main and regular driving mecha nism and carrying planes, an emergency driving and operating source independent of the main and regular operating and driving source of the flying machine,shiftable mem bers disposed for movements in up and.

downward directions in operative connec tlon with the emergency driymg and operat;

ing source, emergency planes disposed adjacent to the main planes of the flying machine and shiftable to extend beyond.- the front and rear edges of the main planes and in operative connection with certain of the up and down moving members, and an emergency propeller disposed to rotate in a practically. horizontal plane and shiftably supported by certain of the up and down moving members, and means whereby the rotating motion of the emergency driving source may be transmitted to the emergency propeller. a

3. In a flying machine, in combination with the main and regular driving mechanism and carrying planes, an emergency driving and operating source, transmitting mem hers shiftable in an up and down direction, emergency planes shii'table beyond the front and rear edges of the main planes, an emer gency propeller disposed to rotate in a plane practically parallel to the carrying surfaces of the main planes and in operative connection with certain of the transmitting members, and means disposed between the said emergency source and the transmitting members for actuating the emergency planes and propeller,

lln testimony that l claim the foregoing as my invention 1 have signed my name.

ALLEN J. BUTTLER. 

